Toyota LandCruiser Prado 2024-2026 problems & buyer's guide

Price (AUD)

$72k-$100k+

Body styles

5-door wagon

Drivetrain

Full-time 4WD (Torsen centre diff, lockable)

Origin

Japan

Built in

Japan (Tahara)

Overview

All-new for Australia from June 2024 on Toyota's TNGA-F body-on-frame platform (shared with the 300 Series and HiLux), sold as GX, GXL, Altitude, VX and Kakadu. Unlike the long-running 150, the 250 is diesel-only: every Australian variant uses the 2.8L 1GD-FTV turbo-diesel making 150kW/500Nm, now paired with an 8-speed auto and a 48V mild-hybrid 'V-Active' system that adds a belt-driven motor-generator for smoother stop-start and idle but does NOT raise the quoted power or torque. Braked tow is a class-competitive 3500kg across the range. It is far stiffer, quieter and more car-like to drive than the 150, with a full-time 4WD system, lockable Torsen centre diff and (Altitude/Kakadu) a front stabiliser-bar disconnect. The two big buyer caveats are not engine reliability - the 1GD is well proven - but packaging: the seven-seat GXL/VX/Kakadu have a notoriously high, stepped boot floor (the third row does not fold flat and cannot be removed, partly to clear the 48V battery and second-row mechanism), and the previous-gen dual-tank long-range option is gone in favour of a single 110L (80L main + 30L sub) tank. As a brand-new model the long-term used-market fault history is still short; the items below are the early recall plus the well-documented 1GD-FTV DPF/MAF behaviour that carries over from the HiLux/Fortuner/150 Prado.

Engines & variants

2.8L 1GD-FTV diesel (48V mild-hybrid)

Engine

2.8L common-rail turbo-diesel I4 with DPF and 48V V-Active mild-hybrid

Config

I4 turbo

Displacement

2755cc

Power

150kW @ 3000-3400rpm

Torque

500Nm @ 1600-2800rpm

Drivetrain

Full-time 4WD (Torsen, lockable)

Economy

7.6 L/100km combined (ADR); ~9-11 L/100km real world / towing

Tow (braked)

3500kg

Tow (unbraked)

750kg

Transmission

8AT

Timing chain / belt / gear

Chain-driven

Pros

Proven 1GD-FTV with the same 150kW/500Nm tune as the late 150
New 8-speed auto and 48V system smooth out the drivetrain and idle
3500kg braked tow across the range
Much stiffer, quieter, more refined TNGA-F platform than the 150
Massive Toyota dealer/parts/aftermarket support

Cons

Diesel-only - no V6 petrol option this generation
Inherits the 1GD-FTV DPF reputation and short-trip sensitivity
Only modest economy gain from the mild-hybrid for the price
Single 110L tank replaces the old long-range dual-tank option
AdBlue tank (17.4L) to keep topped up

Known problems

medium

DPF clogging / regen issues on short-trip use

The 1GD-FTV's diesel particulate filter is the engine family's long-running weak point (the subject of an Australian class action over the 2015-2020 HiLux/Fortuner/Prado calibration). Cars driven mostly on short urban trips can't complete a passive regen, leading to a clogging warning, forced/active regens, fuel dilution of the oil and white smoke. The 250's revised calibration is better but the physics are unchanged.

Fix: Do a regular highway run (20+ min above ~80km/h and ~2500rpm) to allow passive regen; keep service software up to date; don't interrupt an active regen. Worst case is a DPF clean or replacement.

From Any (urban/short-trip use) · ~$300-3500

medium

MAF / intake sensor dust contamination - limp mode

As on the 150-Series 1GD, fine dust on dusty tracks can coat the mass-airflow sensor and feed bad data to the ECU, dropping the engine into limp mode. A risk for the touring/off-road buyers this model targets.

Fix: Clean or replace the MAF; fit a quality air filter and ensure the airbox seals well; consider a pre-filter/snorkel for heavy dust use.

From Any (dusty / off-road use) · ~$150-500

low

EGR / intake carbon and injector wear (long term)

Standard modern common-rail diesel ageing: EGR and intake soot and eventual injector wear. Not yet seen at scale on the 250 given its age, but it is the known long-term 1GD maintenance pattern.

Fix: EGR/intake clean and injector service as needed; quality fuel and filtration; a catch-can is a common preventative fit.

From Expected at higher km (early cars not there yet) · ~$400-2500

Common problems (all variants)

high

Recall ZFU03 - electric brake controller / driver's airbag torque

Recall ZFU03 (issued March 2025) covers ~524 Australian 250-Series Prados built 24 June - 3 October 2024 fitted with the optional Electric Brake Controller. Incorrect fitting instructions meant the lower driver's airbag, removed during accessory fitment, may have been reinstalled to the wrong torque and may not deploy as intended in a crash.

Fix: Free dealer rectification - confirm the recall has been completed by VIN before purchase.

From Any (build-date specific) · ~$0 (recall - free)

medium

Raised, stepped boot floor / third row that won't fold flat

The seven-seat GXL/VX/Kakadu have a high, stepped cargo floor with plastic riser boxes and a load lip around a metre high; the third-row seats fold up rather than flat and cannot be removed (partly to package the 48V battery and seat mechanism). Behind the third row is only ~182L. This was the single most-cited complaint at point of sale and saw some buyers cancel orders.

Fix: Not a fault - inspect in person and decide if the layout suits you; aftermarket flat-floor / drawer kits and false-floor solutions exist. The five-seat GX and Altitude avoid the worst of it.

From Any (design) · ~N/A (design limitation)

low

Reduced fuel range vs 150 (single 110L tank)

The 250 ships with a single 110L tank (80L main + 30L sub) and no factory long-range/dual-tank option as offered on some 150s. Combined with the sub-tank packaging, touring range disappointed buyers used to the old long-range setup.

Fix: Fit an aftermarket long-range/replacement tank if remote touring; otherwise plan fuel stops. Not a reliability fault.

From Any (design) · ~$1500-3500 (aftermarket long-range tank)

low

Infotainment / digital UX teething

The 12.3-inch system and deep menu structure draw owner gripes (menu depth, occasional lag, settings buried). Typical first-year software niggles rather than hardware failures.

Fix: Keep head-unit software updated via the dealer; most complaints are usability rather than faults.

From Any · ~$0-300

low

New-model first-year build/trim niggles

As with any all-new platform, early 250s have reported assorted minor rattles, trim and electronic gremlins addressed under Toyota's warranty. Long-term durability data is still limited given the model's age.

Fix: Buy with balance of factory warranty; document and have niggles fixed under warranty; favour cars with a clean service history.

From Early build · ~$0 under warranty